Car body

ABSTRACT

A car body, in which a hollow shape stock composed of two face plates and ribs joining the face plates together is used to form a side body, and stresses are reduced while minimizing an increase in mass. A car body, comprising a hollow shape stock composed of two face plates ( 31, 31 ) and ribs ( 32 ) joining the face plates together and used to form a side body ( 11 ), wherein face plate portions ( 31   c   , 31   d ) in regions (B, D) above and below connection points (c) between circular arcs, which constitute corner portions of a window ( 15 ), and vertical sides of the window ( 15 ) are greater in thickness than in the remaining regions (A, C, E). Stresses are most heavily concentrated in the regions (B, D). Therefore, it is possible to achieve reduction in mass and enhancement in strength together. Further, buckling preventive tools can be arranged in spaces in the regions (B, D) of the hollow shape stock. Further, with the hollow shape stock ( 18 ) in a pier panel, face plates on an internal side are greater in thickness than those on an external side.

FIELD OF THE INVENTION

This invention relates to a car body comprised of extruded stocks,especially to a side body preferable for a rolling stock of a railwaycar.

DESCRIPTION OF THE RELATED ART

Heretofore, the rolling stock of a railway car, especially the side bodythereof, is strongly requested to reduce mass as well as to enhancestrength. In order to achieve this contradicting problem, the cornerportion of the openings such as windows and the like provided to theside body must be examined from the viewpoint of strength, and variousstrength enhancement methods have been proposed.

In a side body with a flat plate fixed to the outer surface of theskeleton member, the stress at the corner portion is reduced by adding athick plate to the corner portion of the openings such as windows andthe like provided to the side body, or by enlarging the radius of thecircular arc at the corner portion thereof.

In a side body constituted from arranging the extruded stocks in thelongitudinal direction of the car body, the plate thickness of the faceplates of the extruded stocks at the window region is thickened. Theface plates of the extruded stocks from the upper portion of the windowto the lower portion of the window is thickened. Moreover, as anotherembodiment, only the plate thickness of the region corresponding towindow corner portion is thickened, and the plate thickness of thecentral portion is thinned, aiming at weight reduction (Japanese PatentPublication No. H6-45341).

A side body using hollow shape extruded stocks constituted from two faceplates and ribs (Japanese Patent Laid-Open No. 2-246863) is designedunder the idea similar to that mentioned above. Moreover, enhancement instrength is planned from the plate thickness of the face plates and thepitch of the ribs.

There are cases where plates are welded to the end portions of hollowshape extruded stocks constituting the region between the windows. Theplates are positioned between the face plate of the hollow shapeextruded stock at the inner side of the car and the face plate at theouter side of the car (Japanese Patent Laid-Open No. H7-257371).

SUMMARY OF THE INVENTION

With the prior art, enhancement in strength in the side body using thehollow shape stocks is planned from enlarging the radius at the cornerportion, and from the plate thickness of the face plate and the pitch ofthe ribs. However, the prior art is insufficient in advancing weightreduction and strength enhancement further simultaneously.

The object of the present invention is to provide a car body achievingweight reduction and strength improvement.

In order to solve the above-mentioned object, the first method of thepresent invention includes;

plate thickness of face plates of the extruded stock at regions in theupper and lower area based on the connection points between the verticalsides of the window and the circular arcs of the corner portion of thewindow, respectively, being thicker than the plate thickness of faceplates of the extruded stocks at upper and lower locations from theregions; and

plate thickness of the face plates between the region having thickerplate thickness based on the connection point at upper portion of thewindow, and the region having thicker plate thickness based on theconnection point at lower portion of the window, being thinner thanplate thickness of the region having thicker plate thickness.

As the second method, the present invention arranges a bucklingpreventive tool in the space surrounded by the face plate and the ribs,to the hollow shape stock constituting the neighborhood of the cornerportion of the opening. This technique could be applied to openingsother than windows.

As the third method, the present invention thickens the thickness of theface plate at the inner side of the car of the hollow shape stockconstituting the side body more than the thickness of the face plate atthe outer side of the car.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view and longitudinal cross-sectional view of a sidebody according to an embodiment of the present invention.

FIG. 2 is an explanatory view of the load, shearing force, and bendingmoment operating on the car body.

FIG. 3 is a perspective view of the car body of a railway car.

FIG. 4 is a longitudinal cross-sectional view of a feature of the sidebody according to another embodiment of the present invention.

FIG. 5 is a longitudinal cross-sectional view of the side body accordingto another embodiment of the present invention.

FIG. 6 is a longitudinal cross-sectional view of the side body accordingto another embodiment of the present invention.

FIG. 7 is a side view of the side body according to another embodimentof the present invention.

FIG. 8 is a cross-sectional view taken along line 8—8 in FIG. 7.

FIG. 9 is a side view of the side body according to another embodimentof the present invention.

FIG. 10 is a cross-sectional view taken along line 10—10 in FIG. 9.

FIG. 11 is a perspective view of the buckling preventive tool in FIG.10.

FIG. 12 is a side view of a feature of the side body according toanother embodiment of the present invention.

FIG. 13 is a cross-sectional view taken along line 13—13 in FIG. 12.

FIG. 14 is a deformation view of the car body of a railway car.

FIG. 15 is a cross-sectional view of the side body according to anotherembodiment of the present invention.

FIG. 16 is a side view of the side body according to another embodimentof the present invention.

FIG. 17 is a cross-sectional view taken along line 17—17 in FIG. 16.

MODE FOR CARRYING OUT THE INVENTION

An embodiment of the present invention will be explained below referringto FIG. 1 through FIG. 3. In FIG. 3, a car body 10 of a railway car isconstituted from side bodies 11 forming the left and right surfaces inthe longitudinal direction of the car body, end bodies 12 forming thesurfaces closing both ends in the longitudinal direction of the carbody, a roof body 13 forming the roof, and an underframe 14 forming thefloor.

The side body 11 is provided with openings such as windows 15 orentrances 16. The side body 11 includes upper and lower portions of thewindow 15, and the upper portion of the entrance 16. The region betweenthe window 15 and the window 15 is called a pier panel 18. The side body11 between the entrance 16 and the entrance 16 is constituted usingplural extruded stocks made of light alloy. The roof body 13 and theunder frame 15 are also constituted using plural extruded stocks made oflight alloy.

FIG. 2 schematically shows the load distribution, shearing forcedistribution, bending moment distribution, and deformation of the carbody 10, in the case where vertical loads such as deadweight of the carbody 10, electric wires, seats, electric equipments such as transformer,and passengers and the like operate on the car body 10. The car body issupported at supporting points 27 by a bogie. The vertical load isdistributed approximately uniformly in the longitudinal direction of thecar body and in the width direction of the car body. As a result, thedistribution in the longitudinal direction of the car body 10 generateslarge bending moment at the center thereof, so that large shearing forceis generated at the neighborhood of the bogie supporting point 27. Theshearing force is equal to none at the center in the longitudinaldirection of the car body, and is distributed so as to maximize at theneighborhood of the bogie supporting point 27.

Next, the distribution of the shearing force at an optional crosssection of the car body 10 in the longitudinal direction of the car bodywill be considered. When a uniform load is loaded on a beam in themeaning of strength of materials, it is well known that the shearingstrength is distributed most heavily on the neutral axis. In the casewhere the car body 10 is regarded as a beam in the meaning of strengthof materials, the position of the pier panel becomes the positioncorresponding to the neutral axis. That is, when the vertical loadoperates on the car body 10, the highest shearing force in an optionalcross section of the car body 10 in the longitudinal direction of thecar body generates at the pier panel 18.

The reference (A) in FIG. 1 is an enlarged view of the pier panel 18 ofthe region A in FIG. 2, and the stress distribution at points a, b, c,d, e, f, g of the right side of the pier panel 18. The reference (B) ofFIG. 1 shows the cross section of the reference (A) in FIG. 1 takenalong line B—B. The height position of (A) in FIG. 1 and the heightposition of (B) in FIG. 1 are equal.

The position interposed between two adjacent windows 15, 15 is calledthe pier panel 18. The window 15 is approximately quadrangle. The sidesof the quadrangle are straight lines or curved lines having large radiusof curvature so that it could be regarded as almost straight. Therefore,the four sides are substantially straight. The area corresponding to thecorners of the quadrangle are circular arcs, with the radius ofcurvature being extremely smaller than that of the sides of thequadrangle.

The side body 11 is constituted from plural hollow shape extruded stocksmade of light alloy (hereinafter referred to as hollow shape stocks) 30a, 30 b, 30 c, 30 d. The extruded directions of the hollow shape stocks30 a through 30 d are positioned in the longitudinal direction of thecar body 10. The end portions of the hollow shape stocks 30 a through 30d are welded at the outer side of the car and the inner side of the car,respectively. Reference number 35 denotes the welded position. Thewindow 15 is constituted by forming a hole to the hollow shape stocks 30b, 30 c. The upper side of the window 15 is comprised of the hollowshape stock 30 b. The lower side of the window 15 is comprised of thehollow shape stock 30 c. The roof body 13 is welded to the upper side ofthe hollow shape stock 30 a constituting the upper side of the side body11. The underframe 14 is welded to the lower side of the hollow shapestock 30 d constituting the lower side of the side body 11.

The hollow shape stocks 30 a through 30 d will be referred to as a wholeas the hollow shape stock 30. The hollow shape stock 30 is composed oftwo face plates 31 a, 31 b, and a plurality of ribs 32 connecting theface plates 31 a, 31 b in stagger (in truss-shape). The face plate 31 aconstitutes the outer side of the car, and the face plate 31 bconstitutes the inner side of the car. The face plates 31 a and 31 b arereferred to as a whole as the face plate 31. No post exists at the innerside of the car from the face plate 31 b.

The deformation of the pier plate 18 will be examined. In reference (A)of FIG. 1, the upper portion of the window 15 tends to move to the leftside of the drawing, and the lower portion of the window 15 on the otherhand tends to move to the right side of the drawing. This movement isshown by the dotted lines. This movement is reversed at the axis at thecenter of the car body 10 in the longitudinal direction. Therefore, inFIG. 3, at the left half of the car body 10 in the longitudinaldirection (the reference (A) in FIG. 1), compressive stress is generatedat the upper portion side of the right side of the pier plate 18, andtensile stress is generated at the lower portion side thereof. This isas is indicated in the stress distribution diagram for the right side ofreference (A) in FIG. 1. At the left side of the pier plate 18 ofreference (A) in FIG. 1, tensile stress is generated at the upperportion side, and compressive stress is generated at the lower portionside. This is reversed at the right half of the car body 10.

The generation of the above-mentioned stress is approximately none atpoint d at the center of span in the height direction of the pier plate18, and is gradually increased as it becomes closer to the supportingpoint (point a being the joint point with the upper side of the window15, and point g being the joint point with the lower side of the window15). Moreover, the stress concentrates at the corner portion, so thatthe stress becomes stronger. This is mentioned in pages 38 through 42 ofthe Light Metal Vehicle committee Report No. 4 (Japan Society of RailwayCar Manufacturers, Light Metal Association, published 1984).

Next, the stress distribution relative to the height direction of thepier plate 18 will be examined. At the central portion in the heightdirection, stress with equal gradient is distributed. The absolute valueof the stress becomes drastically high at the neighborhood of thesupporting point (point a being the joint point with the upper side ofthe window 15, and point g being the joint point with the lower side ofthe window 15), generating stress concentration. As is seen from above,shearing force distributing in the longitudinal direction of the carbody 10 operates as a load for bending the pier plate 18. The load forbending the pier plate 18 stands for a condition of combined bendingmoment and shearing force. Especially, bending moment has a largeinfluence. The regions with heaviest concentration of stress and largestgenerated stress, in the case where bending moment operates as ismentioned above to a structure having a shape similar to the cornerportion, are the neighborhood of the connection points c, e between thestraight side of the pier plate 18 and the circular arc of the cornerportion, as is shown in FIG. 2.

This is publicly known in the field of strength of materials. Forexample, the regions with the heaviest concentration of stress in StressConcentration (by Masataka Nishida, Morikita Shuppan 1967; pages637-639; 1967) are points b, fat slightly towards the circular arc sidefrom the connection points c, e between the pier panel 18 and the arc atthe corner portion, in the present case.

Now, the side body 11 will be divided into five regions starting fromregion A at the top to region E, at the pier panel 18. The regions B, Dare the regions generating high stress, centering on points b, f atslightly towards the circular arc side from the starting end of thecircular arc (circular arc toe end) (connection points c, e). Theregions B, D are regions excluding the upper and lower sides of thewindow 18. The region A is the upper region from the region B. Theregion E is the lower region from the region D. The region C ispositioned between the region B and region D.

The height positions of the plurality of windows 15 provided to the sidebody 11 are equal. Therefore, the positions of the region A throughregion E in the height direction are equal for every window 15. Thethickness of the hollow shape stocks 30 a, 30 b, 30 c, 30 d constitutingthe side body 11 are equal. The face plates existing at region B andregion D will be called 31 c, 31 d. The thickness of the face plates 31c, 31 d are thicker than that of the face plates 31 a, 31 b. Thethickness of the face plates 31 a, 31 b of the hollow shape stocks 30 a,30 b, 30 c are thicker than that of the face plate of the hollow shapestock 30 d.

In such composition, the thickness of the face plate of hollow shapestock 30 at regions B, D centering on points b, f at the corner portionwith the heaviest concentration of stress is thickened, so that stresscould be reduced efficiently, and enhancement in strength could beobtained. Moreover, the regions with thickened face plates are limitedto regions B, D centering on points b, f with the heaviest concentrationof stress, so that the thickened region could be minimized, achievingreduction in weight.

Furthermore, under examination from the view point of manufacturing, thehollow shape stocks 30 constituting the side body 11 have their extrudeddirections toward the longitudinal direction of the car body, so thateven in the case where the plate thickness of the face plates of regionB and region D are changed for all the windows 15, only the shape of thedie for manufacturing the hollow shape stocks 30 should be changed.Therefore, the size change could be performed uniformly with ease forall the windows 15.

In the above-mentioned embodiment, there are cases where the platethickness of the face plate of one of the hollow shape stock and that ofthe rib differ extremely. In such case, the plate thickness of the ribis thin compared to that of the face plate, so that disadvantage inmanufacturing, such as metal being extruded only to the face plateshaving little extrusion resistance and no metal being provided to therib, might occur.

The embodiment shown in FIG. 4 prevents such disadvantage. FIG. 5corresponds to reference (B) in FIG. 1. The main structure is the sameas that of the embodiment in FIG. 1. The plate thickness of the rib 32 bconnecting to the face plate 31 of the region B (D) is thicker than thatof the ribs 32 connecting to the face plates 31 a, 31 b in the otherregions A, C (D).

With such structure, the plate thickness of the rib 32 b connecting tothe thickened face plate 31 c is thickened, so that the extrusionresistance of the two will not differ greatly, solving the problem onmanufacturing.

The embodiment shown in FIG. 5 will be explained. FIG. 5 corresponds toreference (B) in FIG. 1. The main structure is the same as that of theembodiment in FIG. 1. The face plates 31 e, 31 f of the regions B, D areconvex arcuate towards the inner side of the hollow shape stock. Theregion B is thinned gradually towards the regions A, C (towards the endof the corner portion in the height direction). The region D is thinnedgradually towards the regions C, E. The position with the heaviestconcentration of stress is thickened the most. With such structure,further reduction in mass could be achieved compared to the embodimentshown in FIG. 1.

The main structure is the same as the embodiment in FIG. 1. Thedissimilarity from FIG. 1 will be indicated hereinafter. The thicknessof the face plates of the regions B, D are not thickened. The thicknessof the face plates of the regions B, D are the same as the thickness ofthe face plates in the other regions A, C, D. A buckling preventive tool50 is arranged in the space (cell) surrounded by the face plate 31 ofthe hollow shape stock 30 and the two inclined ribs 32, 32, at the pierplate 18 of the corner portion in the horizontal direction. The spaces(cells) arranged with the buckling preventive tool 50 are the spaces(cell) where the regions B, D are located. The buckling preventive tool50 is planar, with its plane installed to be in the vertical directionrelative to the extruded direction of the hollow shape stock 30. Thebuckling preventive tool 50 is inserted to the above-mentioned spacefrom the window 15. The buckling preventive tool 50 is in contact withthe face plate 31 and the ribs 32, 32. The buckling preventive tool 50is fixed to the face plate 31 and the ribs 32, 32 by welding oradhering. It should only be fixed to the extent that the bucklingpreventive tool 50 does not easily move in the longitudinal direction ofthe car body. The contact point between the plate of the bucklingpreventive tool 50 and the face plate 31 and the ribs 32, 32 should notnecessarily be the whole area of the face plate 31 and the ribs 32, 32,and should contact at the position enabling easy buckling.

As is shown in FIG. 1, the corner portion is loaded with highcompressive stress. When the compressive stress is loaded, there is afear that elastic buckling might occur at the face plate 31 or the ribs32, 32.

In the embodiment shown in FIG. 7 and FIG. 8, the planar bucklingpreventive tool 50 constrains the region where buckling might occur.Therefore, the buckling limit stress of the face plate 31 and the ribs32, 32 could be improved with ease, and the strength could be enhanced.Moreover, there is no need for the plate thickness to be increased forthe whole length in the longitudinal direction of the car body 10, sothat reduction in weight could be advanced.

It is impossible to specify which side of the plane in the normaldirection is bent from buckling. However, in the case where the faceplate 31 or the rib 32 of the hollow shape stock 30 buckles and bends,the rib 32 and the face plate 32 adjacent to the buckled member bendsalso. Then, as is in the present embodiment, deformation could beinhibited regardless of the direction of bending from buckling, byinstalling the buckling preventive tool 50 so as to contact the faceplate 31 and ribs 32, 32. Therefore, the buckling limit stress isimproved extremely regardless of the direction of bending from bucklingdeformation, so that the strength is enhanced.

The buckling preventive tool 50 is preferably located toward the centralside of the pier plate 18, rather than at the neighborhood of the window15.

The buckling preventive tool 50 may be arranged to all of the pluralityof windows 15 existing on the side body 11. However, by providing thetool only to the corner portion where it is necessary, further reductionin weight could be achieved.

Moreover, though the buckling preventive tool 50 is arranged on all fourcorner portions of the pier panel 18 in FIG. 7, it may be arranged onlyto the region where the compressive stress occurs. For example, in thecase of region A in FIG. 2 (reference (A) in FIG. 1), the bucklingpreventive tool 50 is unnecessary at the lower right and upper leftcorner portions in FIG. 7.

When welding is used as the fixing means of the buckling preventive tool50, the harm from its heat becomes a problem. When fixing using anadhesive, the buckling preventive tool being slightly elongated in thelongitudinal direction of the car body should be used.

The spaces (cells) in the range of the regions B, D exist above andbelow the above-mentioned space. The buckling preventive tool isinstalled to these spaces 50 b, 50 c according to need. In the casewhere the buckling preventive tool is installed to the space 50 b, itshould be noted that this space 50 b is a space manufactured by theextruded stock, and not a space constituted by connecting two extrudedstocks by welding. Therefore, as is the case in FIG. 8, the shape of thespace for installing the buckling preventive tool 50 b is uniform, sothat the buckling preventive tool 50 b is in contact with the face plateand the ribs.

The embodiment shown in FIG. 9, FIG. 10 and FIG. 11 will be explained.The buckling preventive tool 51 has a length in the longitudinaldirection of the car body. The buckling preventive tool 51 is trifurcateat the cross-section in the vertical direction relative to thelongitudinal direction of the car body. Three blocks of the trifurcation51 are elongated in the longitudinal direction of the car body. Threeblocks are respectively in contact with the face plate 31, and the ribs32, 32. The locations for installing the buckling preventive tools 51are locations where the compressive stress operates, and not tolocations where tensile stress operates. The location for installing thebuckling preventive tools 51 should be locations corresponding to theregions B, D.

With such structure, the buckling deformation of the face plates and theribs could be restrained, in a range elongated in the longitudinaldirection of the car body. Therefore, the buckling limit stress of theface plates and the ribs may further be improved. Moreover, only aminimum increase in plate thickness is necessary in the case where highcompressive stress is loaded to the corner portion, so that reduction inweight may be advanced. Furthermore, the buckling preventive tool 51 isin contact with the face plate and the ribs at the leading ends of theblocks, so that the two could be in contact with ease.

By using a material having high heat insulating ability or highvibration suppressing ability as the buckling preventive tool 51, theimprovement in comfort of the passengers in the car may be achieved. Thecomposition of FIG. 1 may be combined with the composition of bucklingpreventive tools 50, 50 a, and 51.

The embodiment in FIG. 12 and FIG. 13 will be explained. The openings onthe side body 11 are not only windows 15 and entrances 16. FIG. 12 is anopening 55 provided to the neighborhood of the lower portion of theentrance 16. The opening 55 is provided for inspecting, cleaning orrepairing the space for storing the trapdoor of the entrance 16. Theopening 55 pierces the side body 11. The two openings 16, 55 areadjacent to each other, so that when the two openings 16, 55 arepositioned in the neighborhood of the supporting point 27, there occursconsiderably high compressive stress. In the aforementioned region,buckling must be prevented in a considerably wide area, compared to thatof the corner portion of the window 15. In such case, a plurality ofbuckling preventive tools is arranged. The buckling preventive tools 53a, 53 b are respectively inserted to two cells (comprised of two faceplates and two ribs) of the side body 11 which the opening 55 pierces.The buckling preventive tools 53 a, 53 b are inserted from the side ofthe entrance 16. The welded region is omitted from the drawing in FIG.13.

Moreover, to the upper portion of the window 15 and the entrance 16,there are provided openings for indicating the destination or thenickname of the vehicle. This technique may be applied to this openingalso.

The above-mentioned embodiment is explained for application to the sidebody 11. However, it may also be applied to openings such as thoseprovided to the underframe 14. On the underframe 14, the hollow shapestocks between the supporting points 27, 27 are arranged along thelongitudinal direction of the car body. In this portion, openings areprovided by notching one of the face plates, or by piercing in thevertical direction, in order to pass the wires and air pipings. To theneighborhood of the opening, the buckling preventive tool is arranged tothe cell of the hollow shape stock.

The embodiment of FIG. 14 and FIG. 15 will be explained. FIG. 14 showsthe deformation in the cross-section in the width direction of the carbody, when a vertical load operates on the car body 10. When a verticalload is loaded to the car body 10, the side body deforms as is shown in(A) of FIG. 15, in the neighborhood of the bogie supporting points 27 inthe longitudinal direction of the car body. By this outward deformation,the stress other than the stress generated from shearing force as isshown in FIG. 2 generates at the pier panel 18, as is mentioned below.To the hollow shape stock 30 constituting the pier panel 18, tensilestress generates at the face plate at the outer side of the car, andcompressive stress generates at the face plate at the inner side of thecar.

On the other hand, at the center in the longitudinal direction of thecar body 10, the side body deforms as is shown in (B) of FIG. 15.Therefore, in addition to the shearing force shown in FIG. 2, tensilestress generates at the face plate 31 b at the inner side of the car,and compressive stress generates at the face plate at the outer side ofthe car, to the hollow shape stock 30 constituting the pier panel 18, atthe center in the longitudinal direction of the car body 10.

The absolute value of the outer deformation quantity at the center inthe longitudinal direction of the car body and at the bogie supportingpoint 27 is larger at the center in the longitudinal direction of thecar body. The stress originated from outer deformation of the side bodyis proportional to the outer deformation quantity, so that higher stressgenerates at the face plate at the inner side of the car than the faceplate at the outer side of the car.

Among the plurality of hollow shape stocks 30 b, 30 c constituting thepier panel 18, the plate thickness of the face plate 31 m at the outerside of the car and the face plate 31 n at the inner side of the car atthe region of the window 15 are thicker than the plate thickness of theother regions, in FIG. 15. The plate thickness of the face plate 31 n atthe inner side of the car is thicker than that of the face plate 31 m atthe outer side of the car.

With such structure, the maximum stress generated at the face plates ofthe hollow shape stock 30 constituting the pier panel 18 becomesapproximately uniform, so that unnecessary mass may be reduced.

The embodiment of FIG. 15 may be combined with the embodiment of FIG. 1and the buckling preventive tools 50, 50 a and 51.

The embodiment shown in FIG. 16 and FIG. 17 will be explained. In FIG.16, reinforcing members 60 are arranged to the side of the pier panel 18in the vertical direction, and to the corner portions of the upper andlower sides of the window. The reinforcing member 60 includes thecircular arc of the corner portion. The reinforcing member 60 ismanufactured by bending a hollow shaped extruded stock. In FIG. 17, thereinforcing member 60 is arranged between the face plate 31 a at theouter side of the car and the face plate 31 b at the inner side of thecar of the hollow shape stock 30. The rib 32 existing between the twoface plates 31 a, 31 b is eliminated, so as to insert the reinforcingmember 60. The reinforcing member 60 is welded to the face plates 31 a,31 b.

With such structure, stress generated from bending moment originated atthe pier panel 18 could be reduced. Moreover, stress subsequentlygenerated at the corner portion could also be reduced. Furthermore, fromthe improvement in the rigidity of the pier panel 18, the deformation ofthe overall side body could be restrained, so that equivalent flexuralrigidity of the railway rolling stock car body 10 is improved.

The embodiment of FIG. 16 and FIG. 17 could be combined with FIG. 14 andthe buckling preventive tools 50, 51 a and 51.

The technical scope of the present invention is not limited to the termsused in the claims or in the summary of the present invention, but isextended to the range in which a person skilled in the art could easilysubstitute based on the present disclosure.

According to the present invention, stresses could be reduced withminimized increase in mass, in a car body in which a hollow shape stockis used to form a side body and the like.

INDUSTRIAL APPLICABILITY

We claim:
 1. A car body, including side bodies constituted from extrudedstocks, said extruded stocks having extruded directions thereof arrangedin the longitudinal direction of said car body; a plurality ofquadrangle windows formed to said extruded stocks along the longitudinaldirection of said side body; said window comprised of an upper side, alower side, and left and right sides in the vertical direction of saidcar body, with corner portions connecting said vertical sides with saidupper side and said lower side being circular arcs; wherein platethickness of face plates of said extruded stocks at regions in upper andlower areas based on connection points between said vertical sides andsaid circular arcs, respectively, are thicker than plate thickness ofsaid face plates of said extruded stocks at upper and lower locationsfrom said regions; said region having thicker plate thickness based onsaid connection point at said upper area is a region below said upperside of said window; said region having thicker plate thickness based onsaid connection point at said lower area is a region above said lowerside of said window; and plate thickness of said face plates betweensaid region having thicker plate thickness based on said connectionpoint at said upper area, and said region having thicker plate thicknessbased on said connection point at said lower area, are thinner thanplate thickness of said regions having thicker plate thickness.
 2. A carbody according to claim 1, wherein said extruded stocks are hollow shapeextruded stocks, with thickness of each of two face plates beingsubstantially identical.
 3. A car body according to claim 2, whereineach said face plate at said regions with face plates having thickerplate thickness is provided with a convex portion projecting to innerside of said hollow shape stock, and is thinned gradually from saidconvex portion towards end portions of said region having thicker platethickness in the vertical direction.
 4. A car body according to claim 1,wherein plate thickness of ribs connecting to said face plates at saidregion having thicker plate thickness are thicker than plate thicknessof ribs connecting to said face plates at other regions.
 5. A car body,including side bodies constituted from extruded stocks, said extrudedstocks having extruded directions thereof arranged in the longitudinaldirection of said car body; a plurality of quadrangle windows formed tosaid extruded stocks along the longitudinal direction of said side body;and said window comprised of an upper side, a lower side, and left andright sides in the vertical direction of the car body, with cornerportions connecting said vertical sides with said upper side and saidlower side being circular arcs; wherein plate thickness of face platesof said extruded stocks at regions in upper and lower areas based onconnection points between said vertical sides and said circular arcs,respectively, are thicker than plate thickness of said face plates ofsaid extruded stocks at upper and lower locations from said regions;plate thickness of said face plates between said region having thickerplate thickness based on said connection point at said upper area, andsaid region having thicker plate thickness based on said connectionpoint at said lower area, are thinner than plate thickness of saidregion having thicker plate thickness; and said region having thickerplate thickness based on said connection point at said upper area, saidregion having thicker plate thickness based on said connection point atsaid lower area, and the region having said thinner plate thickness offace plates between said two regions, are respectively constituted fromdifferent extruded stocks.